CN114502464A

CN114502464A - Flying object

Info

Publication number: CN114502464A
Application number: CN201980100835.5A
Authority: CN
Inventors: 铃木阳一
Original assignee: Aeronext Inc
Current assignee: Yancheng Huikong Technology Co ltd; Aeronext Inc
Priority date: 2019-09-19
Filing date: 2019-09-19
Publication date: 2022-05-13
Also published as: JP2024149697A; JP7539683B2; JPWO2021053786A1; WO2021053786A1

Abstract

The invention provides a flight vehicle capable of efficiently and safely transitioning from hovering to level flight. The flying object of the present invention includes: a flight unit including a wing unit and a rotor provided on the wing unit; and a fuselage section, wherein the wing section is configured to be capable of maintaining at least a negative angle of attack with respect to a direction of travel. The wing portion is configured to be able to maintain a negative angle of attack with respect to a central axis of rotation of the rotary wing at least when hovering. The flight vehicle includes a boarding portion that is displaceable independently of the body portion. The fuselage portion extends horizontally and vertically with respect to a flight direction, and the riding portion is provided at a substantially center of the fuselage portion in a side view. According to this structure, it is possible to safely transition from hovering to horizontal flight.

Description

Flying object

Technical Field

The present invention relates to a flight vehicle, and more particularly to a flight vehicle in which a thrust portion and a wing portion are connected to each other so as to be displaceable.

Background

As an aircraft including a rotor (rotor) and a main wing, two types, a tilt rotor type and a tilt wing type, are known.

Patent document 1 discloses an aircraft (tilt rotor system) in which a main wing is fixed to a main body, and the entire rotor including a motor is configured to be displaceable in a range of a vertical direction and a flight direction.

On the other hand, patent document 2 discloses an aircraft (tilt wing system) in which a main wing and a main body are configured to be displaceable in a range of a vertical direction and a flight direction, and a motor and a rotor are integrally fixed to the main wing.

Documents of the prior art

Patent document

Patent document 1: japanese Kohyo publication (Kohyo publication) No. 2013-501677

Patent document 2: japanese patent laid-open publication No. 2017-81360

Disclosure of Invention

Problems to be solved by the invention

According to the technique of patent document 1, the main blade enters a wide range of the propeller wake flow during the ascent, and thus the flight efficiency of the main blade is poor.

According to the technique of patent document 2, the entire main blade is displaced, and therefore becomes unstable when subjected to the resistance of the wind.

The present invention has been made in view of the above circumstances, and provides a flight vehicle capable of efficiently and safely transitioning from hovering to level flight.

Means for solving the problems

According to the present invention, there is obtained a flying object including:

a flight unit including a wing unit and a rotor provided on the wing unit; and

a body part, a plurality of connecting rods and a plurality of connecting rods,

wherein the wing is configured to be capable of maintaining at least a negative angle of attack with respect to a direction of travel.

Effects of the invention

According to the present invention, a flying object capable of efficiently and safely transitioning from hovering to level flight can be provided.

Drawings

Fig. 1 is a diagram of a flight object according to an embodiment of the present invention. The illustrated flight object is in a state when landing.

Fig. 2 is a view of the flight object as viewed from above.

Fig. 3 is a diagram illustrating a flight object according to an embodiment of the present invention. The illustrated flight object is in a state of rising.

Fig. 4 is a diagram illustrating a flight object according to an embodiment of the present invention. The illustrated flight object is in a flight state in the traveling direction.

FIG. 5 is a graph illustrating lift and drag characteristics of an airfoil.

Fig. 6 is a functional block diagram of the flight object of the present invention.

Detailed Description

The invention according to the present embodiment has the following configuration.

[ item 1]

A flying object, comprising: a flight unit including a wing unit and a rotor provided on the wing unit; and

a body part, a plurality of connecting rods and a plurality of connecting rods,

[ item 2]

The flying object of item 1, wherein,

the wing portion is configured to be able to maintain a negative angle of attack with respect to a central axis of rotation of the rotary wing at least when hovering.

[ item 3]

The flight vehicle according to item 1 or item 2, comprising:

a riding part which can be displaced independently of the body part.

[ item 4]

The flying object of item 3, wherein,

the fuselage section extends horizontally and vertically with respect to the flight direction,

the riding portion is provided at substantially the center of the body portion as viewed from the side.

Next, a flying object according to an embodiment of the present invention will be described with reference to the drawings.

< Structure >

As shown in fig. 1, the flying object 1 according to the present embodiment generally includes a flying unit 10, a fuselage unit 20, and a boarding unit 30. The flight unit 10 includes a wing unit 100, a motor 102, and a propeller (rotor) 104. The wing section 100 is fixed to the body section 20 so as to be able to maintain a negative angle of attack with respect to the rotational center axis of the propeller 104 at least when hovering. The fixing method may be any of various known methods. The fuselage portion 20 (and the flight portion 10 fixed to the fuselage portion 20) and the boarding portion 30 are configured to be independently displaceable.

As shown in fig. 2, the flying object 1 according to the present embodiment has an H-shape when viewed from above. That is, the flying body 1 includes two flying units 10 provided in the front and rear, and a fuselage unit 20 (and a boarding unit 30) connecting the two flying units 10.

As described above, the flight portion 10 includes the wing portion 100, the motor 102, and the propeller 104. In the following description, the X, Y, and Z axes in the drawings correspond to the directions as follows.

An X axis: first horizontal direction (+ X direction: left, -X direction: right)

Y-axis: second horizontal direction (+ Y direction: front, -Y direction: rear)

Z-axis: vertical direction (+ Z direction: upward, -Z direction: downward)

The wing portion 100 extends in the X direction and is a portion where the motor 102 generates lift. In the initial state (the state shown in fig. 1), the leading edge faces upward and the trailing edge faces downward. The wing portion 100 is composed of a front wing portion 100 and a rear wing portion 100.

The thrust generation unit 10 generates a forward thrust from the thrust generation unit 10 by rotating a propeller (thrust generation unit) 104.

The motor 102 may be replaced with an engine or the like. The propeller 104 can be driven by the motor 102 to rotate in a clockwise direction and/or a counter-clockwise direction about a rotational axis of the motor 102 (e.g., a long axis of the motor).

In the present embodiment, the motor 102 can rotate the propellers 104 all in the same direction, or can rotate the propellers 104 independently. Some propellers 104 rotate in one direction and other propellers 104 rotate in the other direction. The blades constituting the propeller 104 may all rotate at the same rotational speed, or may rotate at different rotational speeds. The rotation speed may be automatically or manually determined based on the size (e.g., size, weight), control state (speed, moving direction, etc.) of the moving body.

The propeller 104 rotates in response to an output from the motor 102. By the rotation of the propeller 104, propulsive force for taking off the flying body 1 from the ground G, moving horizontally, and landing at a destination is generated. In addition, the propeller 104 can rotate, stop, and rotate in the right direction.

The blades of the propeller 104 of the present invention have an elongated shape. There may be any number of blades (rotors) (e.g., 1, 2, 3, 4 or more blades). Further, the shape of the blade may be any shape such as a flat shape, a curved shape, a twisted shape, a tapered shape, or a combination thereof.

In addition, the shape of the blade can vary (e.g., telescope, fold, bend, etc.). The blades may be symmetrical (having identical upper and lower surfaces) or asymmetrical (having differently shaped upper and lower surfaces).

The blades can be formed as airfoils, wings, or geometries suitable for causing the blades to generate aerodynamic forces (e.g., lift, thrust) when moving in the air. The geometry of the blades may be suitably selected to optimise the aerodynamic characteristics of the blades, such as increasing lift and thrust, reducing drag, etc.

The fuselage portion 20 extends rearward from the center of the front wing portion 100, and is connected to the center of the rear wing portion 100.

The fuselage portion 20 according to the present embodiment may be formed of a raw material appropriately selected from carbon, stainless steel, aluminum, magnesium, or the like, or an alloy or combination thereof.

The body section 20 has a substantially annular housing portion including the riding portion 30. The housing portion is provided in the vicinity of the substantial center of the body portion 20.

The riding section 30 has a substantially annular shape corresponding to the shape of the receiving section, and is located inside the receiving section. The riding section 30 and the receiving section are configured to be independently displaceable in a substantially annular circumferential direction.

< flight form >

Next, the form and the deformation during flight will be described with reference to fig. 3 and 4.

The propeller 104 according to the present embodiment is disposed more forward than the leading edge of the wing portion 100. In the landing state shown in fig. 1, the leading edge of the wing part 100 is directed upward, and the motor unit is directed in a direction in which at least an upward direction of propulsion is generated. The leg portion 202 and the rear wing portion (and the motor 102) function as portions for supporting the flying object 1 during landing.

As shown in fig. 3, when the flying object 1 ascends and hovers, the wing portions 100 have a negative angle of attack with respect to the central axis of rotation of the propeller 104. At this time, the front propeller 104 and the rear propeller 104 also have negative angles of attack with respect to the rotation center axis of the propeller 104.

As shown in fig. 3 and 4, at the transition from the vertical takeoff (fig. 3) to the horizontal movement (fig. 4), the fuselage portion 20 is displaced in the circumferential direction as indicated by two arrows in the drawing, thereby being displaced from the horizontal posture to the forward-tilted posture. At this time, the riding section 30 is kept facing the same direction.

As shown in fig. 4, the wing 100 also has a negative angle of attack with respect to the rotation center axis of the propeller 104 during horizontal movement. At this time, the front side propeller 104 and the rear side propeller 104 also have a negative angle of attack with respect to the rotation center axis of the propeller 104. At this time, the front side propeller 104 and the rear side propeller 104 also have a negative angle of attack with respect to the rotation center axis of the propeller 104.

FIG. 5 is a graph illustrating lift and drag characteristics of an airfoil. The abscissa of fig. 5 represents the angle of attack and the ordinate represents the drag coefficient and the lift coefficient. As is clear from fig. 5, the drag coefficient for negative angles of attack is smaller than for positive angles of attack. It can be seen that if the fuselage is made at an angle of attack of minus 6 degrees, the lift of the main wing can be obtained which is equivalent to the fuselage of zero angle of attack. In this way, when the wing section 100 is at a negative angle of attack with respect to the rotation center axis of the propeller 104, the resistance of the propeller wake can be suppressed, and the excessive angle of attack of the wing section 100 can be suppressed.

Therefore, according to the flight vehicle of the present embodiment, it is possible to safely transition from hovering to horizontal flight.

< general Structure >

Fig. 6 is a functional block diagram of the flight object of the present invention. The flying object may have a structure shown in fig. 6, for example.

The flight controller may have one or more processors, such as a programmable processor (e.g., a Central Processing Unit (CPU)).

The flight controller has a memory, not shown, and can access the memory. The memory stores logic, code, and/or program instructions executable by the flight controller to perform one or more steps.

The memory may include, for example, a detachable medium such as an SD card or a Random Access Memory (RAM), or an external storage device. Data acquired from cameras, sensors, etc. may also be transferred directly to and stored in memory. For example, still image and moving image data captured by a camera or the like are recorded in an internal memory or an external memory.

The flight controller includes a control module configured to control a state of the flight body. For example, the control module controls the propulsion mechanism (motors, etc.) of the flying body to adjust the aircraft with six degrees of freedom (translational movements x, y and z, and rotational movement θ)_x、θ_yAnd theta_z) The spatial configuration, velocity and/or acceleration of the flying object. The control module may control one or more of the states of the mounting unit and the sensors.

The flight controller is capable of communicating with a transceiver unit configured to transmit and/or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). The transceiver may use any suitable communication method such as wired communication or wireless communication.

For example, the transceiver may use one or more of a Local Area Network (LAN), a Wide Area Network (WAN), infrared, wireless, WiFi, peer-to-peer (P2P) network, a telecommunication network, cloud communication, and the like.

The transceiver unit may transmit and/or receive one or more of data acquired by sensors, processing results generated by the flight controller, predetermined control data, user commands from a terminal or a remote controller, and the like.

The sensor class according to the present embodiment may include an inertial sensor (acceleration sensor, gyro sensor), a GPS sensor, a proximity sensor (e.g., radar), or a vision/image sensor (e.g., camera).

The flight object of the present invention is expected to be used as a flight object dedicated to a medium-and long-distance residential distribution service, and an industrial flight object in a wide-area monitoring service, a reconnaissance service and a rescue service in a mountain area. The flying object of the present invention can be used in an aircraft-related industry such as a multi-rotor drone, and further, the present invention can be suitably used as a flying object that can perform an aerial task while mounting a camera or the like, and can also be used in various industries such as a safety field, agriculture, and infrastructure monitoring.

The above embodiments are merely examples for easy understanding of the present invention, and are not intended to limit the present invention. Of course, the present invention may be modified and improved within a scope not departing from the gist thereof, and the present invention includes equivalents thereof.

In the above-described embodiments, an example in which the flying object of the present invention is applied to a manned flying object is shown. However, the present invention is not limited thereto. The flying object of the present invention can also be applied to an unmanned flying object.

In the above-described embodiment, an example is shown in which the wing portion 100 is configured to be able to maintain a negative angle of attack with respect to the central axis of rotation of the above-described rotary wing at least when hovering. However, the present invention is not limited thereto. The wing portion 100 may be configured to maintain at least a negative angle of attack with respect to the traveling direction.

Description of the symbols

1 flying body

10 flight part

100 wing part

102 motor

104 Propeller (rotating wing)

20 fuselage section

30 riding part

Claims

1. A flying object, comprising:

a flight unit including a wing unit and a rotor provided on the wing unit; and

a body part, a plurality of connecting rods and a plurality of connecting rods,

2. The flying object of claim 1, wherein,

3. The flight vehicle according to claim 1 or 2, comprising:

a riding part which can be displaced independently of the body part.

4. The flying object of claim 3, wherein,